Mike Sheardown wrote:I’ve also read the discussion on Clare’s double slip, and applying the principles discussed there to the double slip at Millers Dale
Mike Sheardown wrote:1 – Firstly, I think that my lever numbering of the slip is wrong, in that I’d assumed that points 9 on my diagram set the road for either the quarry or head-shunt. However, from your reply, I assume that points 9 actually control the roads leading to points 11 or the yard, and thus the linking of points 9 and 11 as you suggest, makes absolute sense – am I right on this? (NB thus points 9 should actually be renumbered 8, and vice versa, so signal 7 is next to the point lever for which it signals the road ie 8?).
Mike Sheardown wrote:this then raises a question for me about the operation of signal 10, since I assume that it’s purpose is to protect the slip when points 9 are set for the up main, and thus it would be ‘on’ at these times. Further, if this is the case, it should never be passed at danger for shunting purposes as is the case for some other ground signals. However, when points 9 are in the normal position, allowing access to either the quarry road or head-shunt from the yard (as enabled by the ground lever), would signal 10 be left permanently off at these times, or would the shunter need to get the signalman to change this signal to green for each movement?
Mike Sheardown wrote:4 – Looking back at John’s diagram, I now feel that I’ve also positioned signal 7 wrongly in my diagram, and that it should actually lye between the head-shunt and quarry roads, and thus it would signal both roads when points 9 and 11 were reversed for the up main, as per the discussions on Clare. Would you agree with this also? If this is the case, unlike signal 10 above, this signal could continually be passed at danger for shunting purposes as directed by the shunter operating the ground lever at points 8.
Mike Sheardown wrote:Sorry if I’m a bit slow on all this, but I am learning, and I’m finding the help you folks are offering really useful!!
Mike Sheardown wrote:I’ve taken the liberty of re-drawing all the points operated by the signal box, with their blades open, which I’m assuming is the correct convention?
Mike Sheardown wrote:With the re-positioning of signal 7, would it still signal both the head-shunt and quarry roads, or only the former?
Mike Sheardown wrote:Also, the numbering of the levers has quite a few gaps in it now, could these be better arranged for operation of the lever frame in the signal box, and if so, what would be the best configuration?
Mike Sheardown wrote:One final query regarding your signalling diagram. The post with the up starter has a line at it’s base with 2 arrows on it, one pointing to the down main line and the other pointing to the up main line. I'd like to ask what these 2 arrows mean, particularly in terms of the siting of the actual signal? Previously, I'd assumed that it simply meant that it was sited on the up side, but now I'm not so sure.
Mike Sheardown wrote:Well, I've learnt something new again here!! I always thought that the arrows pointed to the actual site of the signal, when there wasn't room to draw it in it's correct position. I think that I'll need to revisit my diagram, and reposition a number of my signals!!
Pete2320 wrote:However I wonder if the MR would have done this at this time as it is quite complicated to do with Tumbler locking.
Mike Sheardown wrote:Thanks Pete and John,
Is it because the clearing point for 19 would be fouled if 4, 10 or 12 were being worked with 19 off, and thus an approaching down train would really need to be brought to a stand at 18, and 19 returned to on, prior to 4, 10 or 12 being reversed for the movement of traffic?
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